GO Rail Network Electrification Transit Project Assessment Process

Transcription

1 GO Rail Network Electrification Transit Project Assessment Process Study Summary: Land Use & Socio-Economic Assessment (Appendix E) Land Use Scope of the Study The scope of the GO Rail Network Electrification Transit Project Assessment Process (TPAP) involves electrification of the following GO Transit rail corridors: 1. Union Station Rail Corridor From UP Express Union Station to Don Yard Layover 2. Lakeshore West Corridor From just west of Bathurst St (Mile 1.20) to Burlington 3. Kitchener Corridor From UP Express Spur (at Highway 427) to Bramalea 4. Barrie Corridor From Parkdale Junction (off Kitchener Corridor) to Allandale GO Station 5. Stouffville Corridor From Scarborough Junction (off Lakeshore East Corridor) to Lincolnville GO Station 6. Lakeshore East Corridor From Don Yard Layover to Oshawa GO Station The Study Area encompasses the GO Transit rail corridors outlined above including the defined vegetation removal zone (i.e., an area extending 7m from the outermost electrified tracks on each side of the corridor), proposed locations for Tap and Traction Power Facilities, and electrical feeder routes. The Land Use and Socio-Economic Assessment Report for the GO Rail Network Electrification is composed of two parts: i) Land Use and Socio-Economic Baseline Conditions Report and ii) Land Use and Socio-Economic Impact Assessment Report. Approach/Methodology Baseline conditions for land use/socio-economic features were characterized based on the following available information that was collected: 1. Existing land use - residential, commercial/industrial, recreational, institutional, Mixed Use, Utilities/Transportation, etc. 2. Future/planned land use - Official Plans including zoning by-laws, neighbourhood plans, development applications, and other related studies 3. Sensitive facilities including schools, child care centres, long-term care centres, and hospitals in the vicinity of the study area were identified and mapped The assessment of impacts on land use was based on a review of any requirements associated with the electrification undertaking (installation of Overhead Contact System along corridors, installation of traction power facilities, etc.) that may impacts adjacent land uses. The assessment of socio-economic impacts involved assessment of potential effects on sensitive facilities as defined/identified through the baseline phase. It should be noted that the detailed impact assessments related to Air Quality, Noise/Vibration, Visual and EMI/EMF can be found in the following respective reports: Air Quality Impact Assessment Report (Appendix F), Noise/Vibration Impact Assessment Report (Appendix G), Visual/Aesthetics Impact Assessment Report (Appendix H), and EMI/EMF Impact Assessment Report (Appendix J).

2 Summary of Key Impact Assessment Results Land Use The term 'sensitive facility/receptor' is defined in the Land Use and Socio-Economic Baseline Conditions Report (Section 3.2) as: "child care centres, schools, long term care centres, and hospitals." The term 'sensitive receptor' is defined by various policies, including the Provincial Policy Statement (PPS). The PPS defines 'sensitive land uses' for the purposes of assessing land use planning and development projects under The Planning Act. Further, contaminant discharges generated by a nearby major facility are not anticipated or included as part of the electrification project works. In general, the assessment concluded that potential land use and socio-economic effects resulting from the project are primarily related to nuisance effects (noise, vibration, temporary traffic effects, and temporary easements) associated with construction and operation activities. Bridge modifications also have the potential to require temporary road closures to facilitate construction. In terms of impacts associated with the electrification undertaking along the rail corridors: Based on the conceptual design developed, there are no anticipated takings/impacts associated with implementing Overhead Contact System (OCS) infrastructure along the rail corridors. In addition, impacts related to Taps/Traction Power Facility sites are summarized as follows: Traction Power Facilities & Ancillary Mimico Tap/Traction Power Substation (TPS) Metrolinx Hydro One (HONI) No on Metrolinx Yes easement off Lockport Ave to site through Mimico Switching Station (SWS) Canpa 25kV Feeder Route Metrolinx No on Metrolinx Burlington Tap/TPS Hydro One or easement Hydro One Yes easement off Cumberland Ave to site through Hydro One Yes easement through Metrolinx No in MX railway right of way Oakville SWS Metrolinx No on Metrolinx Metrolinx No on Metrolinx Bramalea Paralleling Station (PS) Yes easement off Dixie Road through private

3 Traction Power Facilities & Ancillary Bramalea 25kV Feeder Route Canadian Yes easement or agreement National Railway Barrie Collingwood Railway 25kV City of Barrie Yes easement or agreement Feeder Route Allandale Tap Hydro One or easement Allandale TPS None Gilford PS Metrolinx No on Metrolinx Metrolinx No on Metrolinx Newmarket SWS from Newmarket Hydro from Newmarket Hydro HONI / Yes easement on and private Maple PS Scarborough Tap and TPS Hydro One or easement Hydro One Yes easement off Mike Myers Drive to site through Hydro One Yes easement Scarborough 25kV Feeder Route Metrolinx No on Metrolinx (Stouffville and Lakeshore East corridors) Unionville PS Publically Yes - acquisition Publically Yes easement off Kennedy Road to site through Infrastructure Ontario (IO) Publically Publically Yes easement

4 Traction Power Facilities & Ancillary Lincolnville PS Metrolinx No on Metrolinx Metrolinx No on Metrolinx East Rail Maintenance Facility (ERMF) Metrolinx No on Metrolinx Tap and TPS Metrolinx No on Metrolinx Scarborough SWS Metrolinx No on Metrolinx Metrolinx No on Metrolinx Durham SWS Hydro One Hydro One Yes easement off Bayly Street through HONI Hydro One Hydro One Don Yard PS Metrolinx No on Metrolinx Metrolinx No on Metrolinx Socio-Economic The socio-economic effects associated with the electrification undertaking are generally positive for riders and the general public: Faster service. Electric trains can accelerate faster and stay at top speed for longer, saving time for riders; Reduced congestion. By attracting additional riders, frequent electric train service reduces road congestion; A more frequent and reliable service. Electric trains allow for more frequent service, reducing reliance on scheduled trips and increasing the number of available seats; Lower operating and maintenance costs. Electric trains have lower operating costs and require less maintenance than diesel trains; and Improved local air quality and noise levels. The use of electric trains will reduce the amount of greenhouse gas emissions from rail transport regionally, leading to improved local air quality. Electric trains are also generally quieter than diesel trains, reducing the amount of noise that would otherwise be generated as service increases. For a detailed assessment of potential effects related to Air Quality, Noise and Vibration, Visual and EMI/EMF, please refer to the following respective reports: Air Quality Impact Assessment Report (Appendix F), Noise/Vibration Impact Assessment Report (Appendix G), Visual/Aesthetics Impact Assessment Report (Appendix H), and EMI/EMF Impact Assessment Report (Appendix J). Short Term Construction Phase Impacts Construction activities associated with the Electrification project are anticipated to be temporary, short-term and localized in nature. There is the potential for minor, temporary effects on land use during construction due to construction staging areas, equipment storage areas, etc. that may be required as well as short term nuisance effects on nearby residents (e.g., dust, traffic, noise, and vibration) however, these effects will cease once construction has finished. Mitigation measures related to reducing short term air quality and noise/vibration effects on nearby receptors have been outlined in the Noise and Vibration Modelling Reports contained in Appendix G.

5 Potential effects to sensitive facilities resulting from the construction of the electrification components (e.g., OCS, bridge modifications) may include nuisance effects such as noise, vibration, and temporary traffic effects (e.g., temporary detours); however, these effects will cease once construction has finished. For additional more detailed information, please refer to the Land Use and Socio-Economic Impact Assessment Report contained in Appendix E (which is organized by rail corridor for easy reference). Mitigation Recommendations As Crown Agencies, Metrolinx and Hydro One are not subject to municipal approvals. However, further coordination (which may include a series of meetings, discussions, and agreements) with local municipalities will be undertaken during detailed design to finalize design details and minimize any conflicts on adjacent uses to the extent possible; Discussions with the City of Toronto and Town of Aurora during detailed design with regard to the location of trails and trail crossings along the Union Station Rail Corridor (Don Trail and Martin Goodman Trail) and Barrie Corridor (West Toronto Rail Path and Town of Aurora Detailed Trails Plan); Metrolinx will monitor ongoing updates to the Greenbelt Plan with regard to the proposed location of the Don Yard Paralleling Station to ensure conformity and compliance is maintained; and Proper fencing should be erected around all work areas prior to commencement of any earth moving, clearing or construction activities in order to prevent encroachment on adjacent properties. Fencing should remain for the duration of the work, and be periodically inspected to ensure it is in good repair. Implement the mitigation recommendations outlined in the following respective reports during detailed design and construction to reduce adverse effects on socio-economic receptors: Air Quality Impact Assessment Report (Appendix F), Noise/Vibration Impact Assessment Report (Appendix G), Visual/Aesthetics Impact Assessment Report (Appendix H), and EMI/EMF Impact Assessment Report (Appendix J). Staging options should be developed to minimize potential effects on local access and travel patterns where possible. A Traffic Management Plan will be developed prior to construction. Next Steps/Future Work If additional acquisition is identified through detailed design, Metrolinx will obtain all easements/ acquisitions from public/private owners that are required to implement the project in accordance with Metrolinx s approved acquisition process. There is potential for the Don Yard PS to affect the re-designation of Don River lands as Greenbelt. While there is no guarantee that these lands will be included into the Greenbelt or if the buffer would reach the proposed Don Yard site, this should be monitored as the project progresses. Future coordination and consultation will be undertaken with the City of Vaughan during detailed design of the Maple PS as it relates to the location of the Block 27 Secondary Plan area. Communication with stakeholders during the detailed design and construction phases to ensure that local businesses and properties owners are aware of construction scheduling and that staging options can be developed to minimize impacts to local access and travel patterns to the extent possible. Proper fencing should be erected around all work areas prior to commencement of any earth moving, clearing or construction activities in order to prevent encroachment on adjacent properties. Fencing should remain for the duration of the work, and be periodically inspected to ensure it is in good repair.